CN109324627A - Attitude control method in a kind of full machine slow test - Google Patents
Attitude control method in a kind of full machine slow test Download PDFInfo
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- CN109324627A CN109324627A CN201811044848.9A CN201811044848A CN109324627A CN 109324627 A CN109324627 A CN 109324627A CN 201811044848 A CN201811044848 A CN 201811044848A CN 109324627 A CN109324627 A CN 109324627A
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- 238000012360 testing method Methods 0.000 title claims abstract description 106
- 238000000034 method Methods 0.000 title claims abstract description 31
- 238000006073 displacement reaction Methods 0.000 claims description 43
- 238000005259 measurement Methods 0.000 claims description 22
- 238000009434 installation Methods 0.000 claims description 18
- 238000010998 test method Methods 0.000 claims description 3
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- 238000002474 experimental method Methods 0.000 abstract description 4
- 238000010586 diagram Methods 0.000 description 8
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- 238000004458 analytical method Methods 0.000 description 2
- 230000008901 benefit Effects 0.000 description 2
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Classifications
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/08—Control of attitude, i.e. control of roll, pitch, or yaw
- G05D1/0808—Control of attitude, i.e. control of roll, pitch, or yaw specially adapted for aircraft
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/10—Simultaneous control of position or course in three dimensions
- G05D1/101—Simultaneous control of position or course in three dimensions specially adapted for aircraft
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- Automation & Control Theory (AREA)
- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
Abstract
This application provides attitude control methods in a kind of full machine slow test.Attitude control method includes the following steps: step 1 in the full machine slow test: constraining testing machine；Step 2: calculating aircraft main landing gear course and lateral position control pressurized strut adjustment amount；Step 3: the practical rigid deformation of testing machine is measured in prerun；Step 4: main landing gear course position control pressurized strut adjustment amount and lateral position control pressurized strut adjustment amount carry out linear interpolation and obtain every level-one adjustment amount and carry out prerun；Step 5: contraposition control pressurized strut parameter is modified；Parameter input bit control pressurized strut control system after correcting, in test control pressurized strut in position passes through parameter preset actively real-time adjustment aspect.In the full machine slow test of the application attitude control method can active control aspect, reduce empirical risk, it is horizontal to improve experimental technique；Can the gesture stabilities such as convenient realization large aircraft course, lateral, yaw, it is practical.
Description
Technical field
The application belongs to the full machine slow test technical field of aircraft, in particular to gesture stability in a kind of full machine slow test
Method.
Background technique
At present in full machine slow test, the support pattern of testing machine generallys use six degree of freedom static determinacy and supports constraint, supports
The biggish non-examination position of rigidity on the Selection experiment machine of position.According to above-mentioned support design principle, the full machine slow test of testing machine
When main support pattern be that undercarriage static determinacy is supported, i.e., constrain vertical deviation in nose-gear, it is vertical that left and right main starting falls frame constraint
Displacement and course displacement, right landing gear constrain lateral displacement.On each support obligatory point, it is fitted with load transducer, to examination
The middle load for supporting obligatory point is tested to be monitored.
When using undercarriage as support structure, undercarriage stiffness by itself is although larger, can still occur in test certain
Deformation particularly with use long struts undercarriage and is fixed on the testing machine on wing.At this time in full machine slow test, due to
Aircraft wing flexibility is larger to cause undercarriage that moderate finite deformation occurs, and causes airframe posture to be easy to happen change, and then make to try
It tests load(ing) point loading position and generates minor alteration, reduce test loading accuracy.To guarantee that undercarriage is big in full machine slow test
Aspect under deformation is stablized to influence each load(ing) point load angle.
Thus, it is desirable to have a kind of technical solution overcomes or at least mitigates at least one drawbacks described above of the prior art.
Summary of the invention
There is provided attitude control methods in a kind of full machine slow test for the purpose of the application, to solve in the prior art
At least one drawbacks described above.
The technical solution of the application is:
The application provides attitude control method in a kind of full machine slow test, gesture stability side in the full machine slow test
Method includes the following steps:
Step 1: testing machine is constrained；
Step 2: calculating will guarantee that the displacement of aircraft main landing gear is made in the case that aspect does not change in test
Dynamic cylinder adjustment amount；
Step 3: course displacement measurement point and lateral displacement measurement point are arranged on testing machine, for measuring examination in prerun
Test the practical rigid deformation of machine；
Step 4: the main landing gear course obtained in the step 2 position control pressurized strut adjustment amount and lateral position are controlled into actuation
Cylinder adjustment amount carries out linear interpolation and obtains every level-one adjustment amount, in parameter input control system and will carry out prerun；
Step 5: testing machine posture in test actual change amount being obtained by prerun, control actuation is aligned according to this variable quantity
Cylinder parameter is modified；Parameter input bit control pressurized strut control system after correcting, in test position control pressurized strut passes through default
Parameter actively adjusts aspect in real time, final to realize that aspect accurately controls in test.
Preferably, the step 1 specifically:
Vertical deviation is constrained in nose-gear；
Lateral displacement is constrained in right landing gear or left main landing gear；
It is constrained in the control pressurized strut of left main landing gear course installation position；
It is constrained in the control pressurized strut of starboard main landing gear course installation position；
It is constrained in the position control pressurized strut that is mounted laterally of starboard main landing gear or left main landing gear.
Preferably, the step 2 specifically: aspect will be guaranteed by establishing aircraft rigid body simplified model and calculating in test
Pressurized strut adjustment amount is controlled in aircraft main landing gear course position control pressurized strut adjustment amount and lateral position in the case where not changing.
Preferably, the step 3 specifically:
Preset is selected on testing machine and other non-examination positions in addition to undercarriage arrange course displacement measurement points with
And lateral displacement measurement point, for measuring the practical rigid deformation of testing machine in prerun.
Preferably, the aircraft main landing gear displacement pressurized strut adjustment amount includes course position control pressurized strut adjustment amount and side
Pressurized strut adjustment amount is controlled to position.
Preferably, the theory deformation is calculated by finite element model and is obtained.
It is preferably, described to constrain vertical deviation in nose-gear specifically:
In left main landing gear position constraint vertical deviation and course displacement and in the vertical position of starboard main landing gear position constraint
It moves and course is displaced.
Preferably, it is described establish aircraft rigid body simplified model calculate test in guarantee that aspect is not changed
Situation get off the plane main landing gear course position control pressurized strut adjustment amount and lateral position control pressurized strut adjustment amount specifically:
Aircraft rigid body simplified model is established, undercarriage theory in test is calculated based on testing machine finite element model and is become
Shape, control pressurized strut adjustment in aircraft main landing gear course position in the case that aspect does not change will be guaranteed by calculating in test
Pressurized strut adjustment amount is controlled in amount and lateral position.
Preferably, the preset is non-examination position and flexible deformation is small relative to other positions during the test
Region.
Preferably, it is constrained in the control pressurized strut of left main landing gear course installation position；In starboard main landing gear course installation position
Control pressurized strut is constrained；It is constrained in the position control pressurized strut that is mounted laterally of starboard main landing gear or left main landing gear specifically:
Active constraint is carried out in the control pressurized strut of left main landing gear course installation position；It is carried out in the control pressurized strut of starboard main landing gear course installation position
Active constraint；Active constraint is carried out in the position control pressurized strut that is mounted laterally of starboard main landing gear or left main landing gear.
Attitude control method has been put forward for the first time full machine slow test posture and has accurately controlled in the full machine slow test of the application
Technology, it can be ensured that aspect error is less than 10mm in full machine slow test；
In test can active control aspect, reduce empirical risk, it is horizontal to improve experimental technique；
Can the gesture stabilities such as convenient realization large aircraft course, lateral, yaw, it is practical.
Detailed description of the invention
Fig. 1 is the flow diagram of attitude control method in full machine slow test according to a first embodiment of the present invention.
Fig. 2 is the rigid body rough schematic view of the testing machine in full machine slow test of the invention in attitude control method；
Fig. 3 is the displacement measurement point schematic diagram in full machine slow test of the invention in attitude control method；
Fig. 4 is technical principle schematic diagram in attitude control method in full machine slow test of the invention of the invention；
Fig. 5 is technical principle partial schematic diagram in attitude control method in full machine slow test of the invention of the invention.
Specific embodiment
To keep the purposes, technical schemes and advantages of the application implementation clearer, below in conjunction in the embodiment of the present application
Attached drawing, technical solutions in the embodiments of the present application is further described in more detail.In the accompanying drawings, identical from beginning to end or class
As label indicate same or similar element or element with the same or similar functions.Described embodiment is the application
A part of the embodiment, instead of all the embodiments.The embodiments described below with reference to the accompanying drawings are exemplary, it is intended to use
In explanation the application, and it should not be understood as the limitation to the application.Based on the embodiment in the application, ordinary skill people
Member's every other embodiment obtained without creative efforts, shall fall in the protection scope of this application.Under
Face is described in detail embodiments herein in conjunction with attached drawing.
In the description of the present application, it is to be understood that term " center ", " longitudinal direction ", " transverse direction ", "front", "rear",
The orientation or positional relationship of the instructions such as "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outside" is based on attached drawing institute
The orientation or positional relationship shown is merely for convenience of description the application and simplifies description, rather than the dress of indication or suggestion meaning
It sets or element must have a particular orientation, be constructed and operated in a specific orientation, therefore should not be understood as protecting the application
The limitation of range.
Fig. 1 is the flow diagram of attitude control method in full machine slow test according to a first embodiment of the present invention.
Fig. 2 is the rigid body rough schematic view of the testing machine in full machine slow test of the invention in attitude control method；
Fig. 3 is the displacement measurement point schematic diagram in full machine slow test of the invention in attitude control method；
Fig. 4 is technical principle schematic diagram in attitude control method in full machine slow test of the invention of the invention；
Fig. 5 is technical principle partial schematic diagram in attitude control method in full machine slow test of the invention of the invention.
Attitude control method includes the following steps: step 1 in full machine slow test as shown in Figure 1: carrying out to testing machine
Constraint；
Step 2: calculating will guarantee that the displacement of aircraft main landing gear is made in the case that aspect does not change in test
Dynamic cylinder adjustment amount；
Step 3: course displacement measurement point and lateral displacement measurement point are arranged on testing machine, for measuring examination in prerun
Test the practical rigid deformation of machine；
Step 4: the main landing gear course obtained in the step 2 position control pressurized strut adjustment amount and lateral position are controlled into actuation
Cylinder adjustment amount carries out linear interpolation and obtains every level-one adjustment amount, in parameter input control system and will carry out prerun；
Step 5: testing machine posture in test actual change amount being obtained by prerun, control actuation is aligned according to this variable quantity
Cylinder parameter is modified；Parameter input bit control pressurized strut control system after correcting, in test position control pressurized strut passes through default
Parameter actively adjusts aspect in real time, final to realize that aspect accurately controls in test.
Attitude control method has been put forward for the first time full machine slow test posture and has accurately controlled in the full machine slow test of the application
Technology, it can be ensured that aspect error is less than 10mm in full machine slow test；
In test can active control aspect, reduce empirical risk, it is horizontal to improve experimental technique；
Can the gesture stabilities such as convenient realization large aircraft course, lateral, yaw, it is practical.
In the present embodiment, the step 1 specifically:
Vertical deviation is constrained in nose-gear；
Lateral displacement is constrained in right landing gear or left main landing gear；
It is constrained in the control pressurized strut of left main landing gear course installation position；
It is constrained in the control pressurized strut of starboard main landing gear course installation position；
It is constrained in the position control pressurized strut that is mounted laterally of starboard main landing gear or left main landing gear.
In the present embodiment, the step 2 specifically: establishing aircraft rigid body simplified model and calculating will guarantee to fly in test
Pressurized strut tune is controlled in aircraft main landing gear course position control pressurized strut adjustment amount and lateral position in the case that machine posture does not change
Whole amount.
In the present embodiment, the step 3 specifically:
Preset is selected on testing machine and other non-examination positions in addition to undercarriage arrange course displacement measurement points with
And lateral displacement measurement point, for measuring the practical rigid deformation of testing machine in prerun.
In the present embodiment, the aircraft main landing gear displacement pressurized strut adjustment amount includes course position control pressurized strut adjustment amount
And pressurized strut adjustment amount is controlled in lateral position.
In the present embodiment, the theory deformation is calculated by finite element model and is obtained.
It is in the present embodiment, described to constrain vertical deviation in nose-gear specifically:
In left main landing gear position constraint vertical deviation and course displacement and in the vertical position of starboard main landing gear position constraint
It moves and course is displaced.
In the present embodiment, it is described establish aircraft rigid body simplified model calculate test in guarantee that aspect does not occur
Pressurized strut adjustment amount is controlled in aircraft main landing gear course position control pressurized strut adjustment amount and lateral position in the case where variation specifically:
Aircraft rigid body simplified model is established, undercarriage theory in test is calculated based on testing machine finite element model and is become
Shape, control pressurized strut adjustment in aircraft main landing gear course position in the case that aspect does not change will be guaranteed by calculating in test
Pressurized strut adjustment amount is controlled in amount and lateral position.
In the present embodiment, the preset be non-examination position and during the test flexible deformation relative to other positions
Set small region.
In the present embodiment, it is constrained in the control pressurized strut of left main landing gear course installation position；In starboard main landing gear course
Installation position control pressurized strut is constrained；Constraint tool is carried out in the position control pressurized strut that is mounted laterally of starboard main landing gear or left main landing gear
Body are as follows:
Active constraint is carried out in the control pressurized strut of left main landing gear course installation position；
Active constraint is carried out in the control pressurized strut of starboard main landing gear course installation position；
Active constraint is carried out in the position control pressurized strut that is mounted laterally of starboard main landing gear or left main landing gear.
By taking the full machine slow test of certain Large Civil Aircraft as an example, in test posture yaws aircraft.
Certain Large Civil Aircraft is constrained using six degree of freedom static determinacy, constrains vertical deviation in nose-gear, left and right main starting is fallen
Frame constrains vertical deviation and course displacement, and right landing gear constrains lateral displacement, and wherein left and right main starting falls frame course and right master rises and falls
Frame laterally uses position control pressurized strut constraint.
Referring to Fig. 2, engineering simplification is carried out to aircraft, it is believed that its body is rigid body.
Body of getting off the plane is constrained in six degree of freedom static determinacy by aircraft in the test of finite element scheduling theory ANALYSIS OF CALCULATING
Attitudes vibration amount, and calculate led course, lateral position control pressurized strut respectively load series bottom offset adjustment amount.
Referring to Fig. 3, lateral displacement measurement point (two measurement point distances are chosen respectively in head, the horizontal structure waterline of rear body
It is remote), course displacement measurement point is chosen in the horizontal structure waterline of head, survey aircraft is in course and lateral displacement amount in prerun.
Referring to Fig. 4, according to prerun measurement result, it is contemplated that the lateral offset of aircraft be far smaller than two measurement point courses away from
From, aircraft is reasonably assumed and is simplified, course, lateral position control pressurized strut adjustment amount have been led by the calculating of 1~formula of formula 7,
Theory analysis aircraft displacement is modified.
Formal test is carried out according to revised parameter, pressurized strut parameter is controlled by default position in test and carries out displacement benefit
It repays, realizes aspect stability contorting.
Course displacement does not occur for plane nose, tail measurement point, and solid black lines are aspect before deforming in figure, red
Solid line is aspect after deformation.Engineering simplification is believed that Fig. 4 intermediate cam shape A and triangle B are subtriangular, plane nose
Offset a1, middle rear body offset a2, two displacement point course distance L, main landing gear fulcrum is d away from head measurement point distance,
It is h away from aircraft plane of symmetry distance, as shown in Figure 4, parameter calculation formula is as follows:
Sin θ=a1/b1 ....................(4)
g1=h*sin θ-e ... ... ... .. (6)
g2=h*sin θ+e ... ... ... .. (7)
Wherein x1Displacement, g should laterally be adjusted by rising for aircraft master this moment1And g2It is aircraft left and right main starting course this moment respectively
Displacement should be adjusted, pressurized strut is controlled by position and adjusts obligatory point displacement.In test, the lateral displacement margin of error caused by aircraft yaw
Whether very small compared to the lateral measurement point of fuselage, e is very small in formula 6 and formula 7, can omit determines according to actual conditions.
The above, the only specific embodiment of the application, but the protection scope of the application is not limited thereto, it is any
Within the technical scope of the present application, any changes or substitutions that can be easily thought of by those familiar with the art, all answers
Cover within the scope of protection of this application.Therefore, the protection scope of the application should be with the scope of protection of the claims
It is quasi-.
Claims (10)
1. attitude control method in a kind of full machine slow test, which is characterized in that gesture stability side in the full machine slow test
Method includes the following steps:
Step 1: testing machine is constrained；
Step 2: aircraft main landing gear displacement pressurized strut in the case that aspect does not change will be guaranteed by calculating in test
Adjustment amount；
Step 3: course displacement measurement point and lateral displacement measurement point are arranged on testing machine, for measuring testing machine in prerun
Practical rigid deformation；
Step 4: the main landing gear course obtained in the step 2 position control pressurized strut adjustment amount and lateral position are controlled into pressurized strut tune
Whole amount carries out linear interpolation and obtains every level-one adjustment amount, in parameter input control system and will carry out prerun；
Step 5: testing machine posture in test actual change amount being obtained by prerun, control pressurized strut ginseng is aligned according to this variable quantity
Number is modified；Parameter input bit control pressurized strut control system after correcting, in test control pressurized strut in position passes through parameter preset
Aspect is actively adjusted in real time, it is final to realize that aspect accurately controls in test.
2. attitude control method in full machine slow test as described in claim 1, which is characterized in that the step 1 specifically:
Vertical deviation is constrained in nose-gear；
Lateral displacement is constrained in right landing gear or left main landing gear；
It is constrained in the control pressurized strut of left main landing gear course installation position；
It is constrained in the control pressurized strut of starboard main landing gear course installation position；
It is constrained in the position control pressurized strut that is mounted laterally of starboard main landing gear or left main landing gear.
3. attitude control method in full machine slow test as claimed in claim 2, which is characterized in that the step 2 specifically:
Aircraft main landing gear in the case that aspect does not change will be guaranteed by establishing aircraft rigid body simplified model and calculating in test
Pressurized strut adjustment amount is controlled in course position control pressurized strut adjustment amount and lateral position.
4. attitude control method in full machine slow test as claimed in claim 3, which is characterized in that the step 3 specifically:
Preset and other non-examination position arrangement course displacement measurement points and side in addition to undercarriage are selected on testing machine
To displacement measurement point, for measuring the practical rigid deformation of testing machine in prerun.
5. attitude control method in full machine slow test as described in claim 1, which is characterized in that the aircraft main landing gear
Displacement pressurized strut adjustment amount includes course position control pressurized strut adjustment amount and lateral position control pressurized strut adjustment amount.
6. attitude control method in full machine slow test as claimed in claim 3, which is characterized in that the theory deformation passes through
Finite element model, which calculates, to be obtained.
7. attitude control method in machine slow test as claimed in claim 2 complete, which is characterized in that it is described nose-gear about
Beam vertical deviation specifically:
In left main landing gear position constraint vertical deviation and course displacement and in starboard main landing gear position constraint vertical deviation and
Course displacement.
8. attitude control method in full machine slow test as claimed in claim 3, which is characterized in that described to establish aircraft rigid body
Simplified model, which calculates, will guarantee aircraft main landing gear course position control actuation in the case that aspect does not change in test
Pressurized strut adjustment amount is controlled in cylinder adjustment amount and lateral position specifically:
Aircraft rigid body simplified model is established, undercarriage theory deformation in test, meter are calculated based on testing machine finite element model
Calculate to guarantee in the case that aspect does not change in test aircraft main landing gear course position control pressurized strut adjustment amount with
And pressurized strut adjustment amount is controlled in lateral position.
9. attitude control method in full machine slow test as claimed in claim 4, which is characterized in that the preset is non-examines
Core position and during the test the flexible deformation region small relative to other positions.
10. attitude control method in full machine slow test as claimed in claim 2, which is characterized in that
It is constrained in the control pressurized strut of left main landing gear course installation position；
It is constrained in the control pressurized strut of starboard main landing gear course installation position；
It is constrained in the position control pressurized strut that is mounted laterally of starboard main landing gear or left main landing gear specifically:
Active constraint is carried out in the control pressurized strut of left main landing gear course installation position；Pressurized strut is controlled in starboard main landing gear course installation position
Carry out active constraint；
Active constraint is carried out in the position control pressurized strut that is mounted laterally of starboard main landing gear or left main landing gear.
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| CN113335564A (en) * | 2021-07-09 | 2021-09-03 | 中国飞机强度研究所 | 5G network deep coverage method in airplane structural strength test environment |
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| CN110733665B (en) * | 2019-10-10 | 2023-03-14 | 中航通飞华南飞机工业有限公司 | Three-dimensional preset loading method for water load at bottom of water surface aircraft |
| CN113335564A (en) * | 2021-07-09 | 2021-09-03 | 中国飞机强度研究所 | 5G network deep coverage method in airplane structural strength test environment |
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| CN109324627B (en) | 2021-08-17 |
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